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IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


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Hiote^raphic 

Sciences 

Corporalion 


23  WSST  r^AIN  STREET 

WEBSTBK.N.Y.  145M 

(716)372^503 


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CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  /  Institut  Canadian  de  microreproductions  historiques 


6^ 


Technical  and  Bibliographic  Notas/Notaa  tachniquas  at  bibllographiquaa 


Tha  Instituta  has  attamptad  to  obtain  tha  bast 
original  copy  available  for  filming.  Faaturas  of  this 
copy  which  may  ba  bibliographically  unique, 
which  may  altar  any  of  tha  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


D 


Coloured  covers/ 
Couverture  de  couleur 


I     I    Covers  damaged/ 


D 


D 


□ 


D 


Couverture  endommagte 

Covers  restored  and/or  laminated/ 
Couverture  restaurte  et/ou  pelliculie 


pn    Cover  title  missing/ 


Le  titre  de  couverture  manque 


I     I   Coloured  maps/ 


Cartas  gtographiques  en  couleur 

Coloured  ink  (I.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


I      I    Coloured  plates  and/or  illustrations/ 


D 


Planches  et/ou  illustrations  en  couleur 


Bound  with  other  material/ 
RaliA  avac  d'autres  documents 


Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  re  liure  serr^e  peut  causer  de  I'ombre  ou  de  la 
distortion  la  long  da  la  marge  IntArieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certainas  pages  blanches  aJoutAes 
lore  d'une  restauration  apparaissant  dans  le  texte, 
male,  iorsque  cela  Atait  possible,  ces  pages  n'ont 
pas  At4  filmtes. 

Additional  comments:/ 
Commentairea  suppMmantaires: 


L'Institut  a  microfilm^  la  mellleur  exemplaire 
qu'il  lui  a  itt  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-Atre  uniques  du 
point  de  vue  bibllographiqua,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mAthode  normale  de  filmage 
sont  indiqute  ci-dessous. 


I — I   Coloured  pages/ 


D 


Pages  de  couleur 

Pages  damaged/ 
Pages  endommagtes 

Pages  restored  and/oi 

Pages  restaur4as  et/ou  pelllcul6es 

Pages  discoloured,  stained  or  foxe< 
Pages  d6color6es,  tacheties  ou  piquAes 

Pages  detached/ 
Pages  ditachtes 

Showthrough/ 
Transparence 

Quality  of  prir 

Quality  in<&gale  de  I'impression 

Includes  supplementary  matarii 
Comprend  du  materiel  suppKmentaira 

Only  edition  available/ 
Seule  Mition  disponible 


I — I  Pages  damaged/ 

I — I  Pages  restored  and/or  laminated/ 

r~T|  Pages  discoloured,  stained  or  foxed/ 

r~~|  Pages  detached/ 

rjl  Showthrough/ 

j     I  Quality  of  print  varies/ 

I     I  Includes  supplementary  material/ 

I — I  Only  edition  available/ 


Pages  wholly  or  partially  obacurad  by  errata 
slips,  tissuaa,  etc.,  have  been  refilmed  to 
ensu-e  the  best  possible  image/ 
Les  pages  totalement  ou  partieliement 
obscurcles  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  AtA  fllmtea  A  nouveau  de  fapon  6 
obtenir  la  mailleure  image  possible. 


Thi 
tot 


Th( 
poi 
of 
filn 


Ori 
bei 
th< 
slo 
oti 
fin 
sic 
or 


Th 
shi 
TH 
wt 

Ml 
dif 
en 
be 
rig 
rei 
mi 


This  item  is  filmed  at  tha  reduction  ratio  checked  below/ 

Ce  document  est  film*  au  taux  de  reduction  indiqu*  ci-deeaoua. 

10X  14X  18X  22X 


^ 


12X 


16X 


20X 


26X 


aox 


24X 


2BX 


32X 


Th«  copy  ffilm«d  h«r«  has  b««n  r«produc«d  thanks 
to  th«  ganarosity  of: 

Library  of  tha  Public 
Archivat  of  Canada 


L'axamplaira  film*  f ut  raproduit  grica  A  la 
ginAroaiti  da: 

La  bibliothiqua  das  Archivas 
publiquas  du  Canada 


Tha  imagas  appaaring  hara  ara  tha  bast  quality 
possibia  considaring  tha  condition  and  lagibility 
of  tha  original  copy  and  in  kaaping  with  tha 
filming  contract  spacif ications. 


Las  imagas  suivantas  ont  At*  raprociuitas  avac  la 
plus  grand  soin,  compta  tanu  da  la  condil'on  at 
da  la  nattati  da  i'axamplaire  film*,  at  mn 
conformiti  avac  las  conditions  du  contrat  da 
filmaga. 


Original  copias  in  printad  papar  covars  ara  flimad 
baginning  with  tha  front  eovor  and  anding  on 
tha  last  paga  with  a  printad  or  illustratad  impras- 
sion,  or  tha  back  covar  whan  appropriata.  All 
othar  original  copias  ara  filmad  baginning  on  tha 
first  paga  with  a  printad  or  illustratad  impras- 
sion,  and  anding  on  tha  last  paga  with  a  printad 
or  illustratad  imprassion. 


Tha  last  racordad  frame  on  aach  microficha 
shall  contain  tha  symbol  — »>  (moaning  "CON- 
TINUED"), or  tha  symbol  ▼  (moaning  "END"), 
whichavar  appiias. 

IVIaps,  platas,  charts,  ate,  may  ba  filmad  at 
diffarant  reduction  ratios.  Thosa  too  larga  to  ba 
entirely  included  in  one  exposure  ara  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  aa 
required.  The  following  diagrams  illustrate  the 
method: 


Lea  exemplairas  originaux  dont  la  couvarture  en 
papier  eat  imprimta  sont  fiimte  en  commenpant 
par  la  premier  plat  at  en  terminant  soit  par  la 
darnlAre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  la  second 
plat,  salon  la  cas.  Tous  las  autres  exemplairas 
originaux  sont  filmte  en  commenpant  par  la 
pramlAre  paga  qui  comporte  une  empreinte 
d'impreasion  ou  d'illustration  at  an  terminant  par 
la  darniAre  page  qui  comporte  une  telle 
empreinte. 

Un  dee  symboles  suivants  apparatti.a  sur  la 
darniAre  image  da  cheque  microfiche,  seion  la 
caa:  la  symbole  — ►  signifie  "A  SUIVRE ",  le 
symbols  V  signifie  "FIN". 

Les  cartes,  planches,  tableaux,  etc..  peuvent  fttre 
filmte  A  das  taux  da  rAduction  diffArants. 
Lorsque  le  document  est  trop  grand  pour  Atre 
reproduit  en  un  seul  cllch*,  il  est  film*  A  partir 
da  I'angle  supArieur  gauche,  do  gauche  h  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'intages  ntcesssire.  Les  d'^igrammes  suivants 
illustrent  la  mAthode. 


1  2  3 


1 

2 

3 

4 

5 

6 

■^■^ 


TlIK 


ST.  MWREB  All  MKE  HURO^ 


RAILWAY,  IN  CANADA  WEST. 


ITS  LOCAL  BENEFITS 


AND  ALSO   INFLlfEA'CE   0\ 


EASTERN  AND  WESTERN  TRAM. 


OGDENSBURGH,  X.  V.: 
swiTH  &  Hitchcock's  steam  pre^j*. 


1852. 


i?taimh'ii.i. 


ST,  LAWRENCE  &  LAKE  HURON  RAILWAY. 


This  projected  Railway  will  connect  the  Jlivcr  8r. 
Lawrence  with  La  le  Huron.  The  distaiicc  is  two 
hundred  miles.  Variation  from  a  straight  line  may 
increase  the  length  of  Railway  some  fifteen  or  twen- 
ty milos.  It  will  run  through  the  interior  of  Canada 
West  at  no  point  nearer  than  about  thirty  miles  from 
Lake  Ontario,  and  nearly  the  same  distance  back  of 
Kingston. 

FEASIBILITY   OF    ROUTE. 

This  important  question  will  soon  be  determined  by 
a  preliminary  survey  now  being  made,  under  the  di- 
recriuii  of  a  competent  and  distinguished  chief  engi- 
neer. 

The  ir-.^hi;.<t  summit  is  about  58S  feel  .t]jove  Lake 
Ontario,  and  2^18  feet  above  Lake  Huron.  From  the 
St.  Lawreiice  River,  westerly,  is  not  less  than  one 
hundred  aid  foriy  miles  to  tliis  summit  level,  and 
abnu  :i(y  miles,  descending  *J1>8  feet,  to  Lake  Hu- 
roi,  ?'ro;>-,  ''<r.eto  five  feet  in  the  iT;:ie  will  over- 
come :i«;  -iuiiimit  either  way.  Instead,  therefore,  of 
th  gr  I  CfDirolling  the  Engineer,  as  all  high  sum- 
n.it-  V,  h  •  w  <  nable  him  to  control  the  grade, 
a  d  consn     greater  ^  conomy  in  its  consiru  tlon. 


(laving:  recently  traveled  ovv.v  most  of  the  route  io 
(Ic{)r£.''lau  ]5ay,  ;i"(l  »  xarnined  the  intervening  counlrv, 
no  dGui)l  exi^;■ts  v.  ith  ine  but  that  a  g'ood  line  will  h*! 
obtained  on  wjiich  a  llaiiway  can  be  construct(;d  lor 
a  reasonable  ('\}»ensf'.  'i'liat  the  line  will  also  be  r<  • 
markably  strai,i2;h(,  with  grades  very  favorabh^  loi- 
speed,  ^atcty.  and  clieap  transportation  of  ireight. 

CKXKIIAL   ('{[AllACTKR  OF  Till-    COUNTRY. 

The  lace  ol'ilic  country  is  generally  level,  and  gen*,- 
ly  roilinj:-.  Fi'om  the  St.  Lawrence  River,  through  tin', 
lownsid[)s  ol'  Augusta.  Eli/abethtown,  Kitley,  Bastard, 
and  Crosby,  tlir  coiuUry  is  ({uite  level  and  well  im- 
proved. Ik'tween  tlie  Rideau  canal  and  Marnaory, 
would  lic  encountered  what  is  called  the  thousaud  Isl- 
and range,  whicli  is  more  broken,  but  not  mountain- 
ous. The  country  improves  as  it  recedes  northerly 
from  tiie  St.  Lawrence  River.  The  line  bears  sulh- 
riently  north  toa\oid  any  engineering  diflicultie!*!. — 
From  ]\Larmora  to  Pctr iboro  the  surlace  is  more  even, 
and  well  adapted  lothc  construction  of  a  Railway. — 
The  first  ten  miles  we^^t  oC  Peterboro  the  land  isroK- 
ing,  and  some  loose  gravelridges  will  be  encountered  ; 
the  excavation  of  which  will  be  compensated  by  th'3 
excellent  material  obtained  for  the  Road  bed.  Th^^, 
remainder  of  the  wav.  to  within  fourteen  miles  of 
Georgian  Bay,  is  a  very  level  country,  through  which 
the  cheapest  class  of  Raihvays  can  be  constructed. 
From  Orillia  to  the  Bay  is  a  more  rolling  surfac*^, 
which  presents  no  serious  obstruction,  nor  will  it  re- 
(juirc  any  very  heavy  or  expensive  work.  Upon  the 
whole  line  is  abundance  of  timber  and  all  other  requi- 


5 


si'u  m.'ii;erials  necessary  for  l)uil(liii«>'  ilu/  ivoal,  whioli 
can  l)c  oblainod  with  i)iil;  very  littlr  expciis(\  Bat 
seldom  will  he  found,  in  any  country,  ■:  I'outo  of  fqiui] 
extent  as  favorable,  for  constructiiiij:  a  liailway. 

This  section  of  Canadn,  to  i)e  opi^ned  hy  ihc  j)ro- 
ijoscd  liailway,  is  situated  casterlv  luiil  westerly  be- 
tween  the  St.  Lawrence  Iliver  and  (Jeorf^-ian  Bay, 
southerly  and  nortlun-ly  between  Lake  Ontario  and 
the  Ottawa  River.  It  contains  a  territory  ecjual  to 
jive  New  England  Statics,  which  iiave  p..  population  of 
two  millions.  A  hi;^]i  ridi^e  extends  iilong-  tiie  norther- 
ly shore  of  Jiake  Ontario  in  some  plaees  al  an  eleva- 
tion of  seven  or  eight  hundred  feet.  It  scarcely  al 
;jny  point  recedes  twelve  miles  from  I  he  slior*'. — 
Northerly  of  it  lies  a  vallov  about  fonr  hundred  feet 
above  the  Lake,  and  avercigin^'  some  tliirty  mi h)s  in 
width,  through  ^ylllch  runs  the  line  of  this  Railway. 
A  chain  of  na\-igable  Lakes  lie  nearly  parallel  to 
Lake  Ontai'io,  along  the  opposite  side  of  this  ridge. — 
I'he  River  Trent,  which  takes  its  rise  from  one  of 
them,  runs  along  way  eastei-ly  beibre  linding  a  pas- 
sage through  this  higii  barrier,  where  it  (alls  into  the 
Bay  of  t^uinte.  A  chain  of  munerous  Lakes  also 
sjkirts  the  northerly  side  of  this  yalle\',  formed  by 
streams  from  a  higher  range  of  land  lyirig  along  south- 
erly of  tlie  Ottawa  River. 

This  extensive  territory  is  not  only  important  for  its 
great  agricultural,  mining,  and  manufacturing  capa- 
bilities, but  is  so  ibr  its  variety  of  highly  interesting 
scenery,  and  will  become  one  of  the  richest  and  most 
auractive  sections  of  c<;untrv  iiiall  Canada. 


T 


0 

SOIL. 

Tiie  soil  throughout  this  large  section  is  rich  and  du- 
rable, ll,  is  a  first  rate  wheat  growing  country,  and  also 
well  adapted  to  most  other  agricultural  productions.  It 
is  ulike  favorable  for  grass  and  all  kinds  of  grain.  No 
country  excels  it  in  (juality  or  quantity  of  its  crops, 
nor  for  the  variety  of  its  productions.  The  same  farm 
exhibits,  side  by  side,  rich  tields  of  wheat  and  most 
luxuriant  meadows.  Also  a  thrifty  growtli  of  other 
grain  and  various  kinds  of  ve;j:etables.  The  wheat 
growing  States  of  the  West  are  not  generally  like  this 
section,  well  adapted  to  first  rate  dairios.  Not  with- 
stand! !ig  this  country  is  comparatively  new,  and  most 
of  the  settlements  but  recently  ma  Ho,  many  well  cul- 
tivated iarms  are  to  be  met  with.  Mr.  Walton's  farm 
near  Peterboro,  is  in  a  high  state  of  cultivation.  His 
stock  is  of  a  very  superior  quality,  for  which  he  re- 
ceived two  premiums  at  th(^  late  Fair  at  Rochester,  in 
the  State  of  New  York.  Forty  bushels  of  wheat  and 
three  tons  of  hay  per  acrt  ;ire  a  very  frequent  yield. 
Fields  which  have  produced  wheat  for  twenty  years, 
seem  to  be  not  in  the  least  impoverished.  A  soil  so  du- 
rable and  fertile,  producing  so  abundantly,  and  such 
great  variety,  must  afford  a  large  amount  of  agricul- 
tural exports. 

TIMBER. 

A  great  variety  of  valuable  timber  is  found  in  this 
part  of  Canada.  In  some  places  extensive  forests  of 
large  and  tall  white  oak,  mixed  with  maple,  elm,  and 
other  kinds  of  timber,  are  to  be  met  with.     Frequently 


T 


large  sized  white  pine  and  white  oak  are  also  inter- 
mixed. Around  some  of  the  lakes  are  extensive  oak 
plains,  which  prove  to  be  excellent  wheat  land.  In 
lower,  moist  land,  grow  fine  ash,  cedar  and  tamarac. 
When  cleared,  these  somewhat  svvjimpy  lands  are  best 
for  grass.  When  opened  to  iho  sun,  in  a  lew  years 
they  also  make  excellent  iudds  for  ploughing. 

North  of  thisUaiiway  linci  are-  \ast  t'orests  of  pine, 
oak  and  other  valuable  timber.  Immense,  (juantities 
could  annually  be  deposited  at  tlie  various  stations 
along  the  Railway.  This  now  wild  n'gion  would  hv- 
eoma  the  source  of  great  wealth.  A  rich  trade,  the 
returns  of  which  would  furnish    the    eountrv  with   a 

* 

large  amount  of  capital. 

More  than  ;i  qu:irter  of  a  cenliiry  will  this  timber 
furnish  the  road  with  a  lar;;c  amount  of  tonnag(\  The 
Lakes  and  other  watfu'  communications,  (Extending 
north,  when  eonaected  by  plank  and  Macadamised 
roads,  would  fvllbrd  convenient  facilities  for  bringing 
out  this  timber  from  a  great  distance.  The  increased 
demand  would  wan-ant  tln^  increased  expense.  As 
fast  as  tlie  timber  was  exhaustcul  tht' land  would  be 
settled  and  cultivated.  This  new  source  would  more 
than  supply  the  deficienr;,  of  freight,  consequent  upon 
the  gradual  diminution  of  lumber. 

Wm  MINES. 

At  Marmora  is  om*  of  the  best  Iron  Mines  in  Cana- 
da. It  is  said  to  be  inexhaustible,  and  that  the  ore  is 
of  a  rich  and  sui)erior  quality.  Water  power  and  all 
other  manufacturing  facilities  are  near  at  hand.  The 
line  of  proposed  Railway  passes  in  its  immediate  vi- 


' mity.     So  nivitinsj;  was  tliis  rich  mino,  that  its  isol.'i 
fd  position   nnd    wnnt  of  oiillot,  difl  not  prcvtMit  tlu? 
f  stabii.slunent  of  oxi)ensivc  Iron  Works  a!  this  |)lace 
Tiio   construction  of  this  road  will  ('Ma])lc  llic  (.'ntcT 
M'isin'jf  owner  to  '  o  amply  remunerated. 

Other  Iron  mines  w'lich  have  not  been  I'lilly  opened 
;jrc  in  various  localities  convenient  to  th(*  llailway. — 
riiese  will  also  be  worked,  employing  numerous  la- 
iiorers,  and  t!mso-i'oatly  iticrease  the  population.  The 
nanufaelnro  of  Iron  v.ould  confer  a  two-fold  benelit. 
— by  furnishing  freight  for  export,  and  imported  sup- 
plies. 

Ll-AD  MINES. 

In  the  Townsiiip  of  Bedford,  near  the  line  of  Rail- 
way, a  Lead  uiine  ha?  been  discovered.  Examina- 
lions  and  samples  lead  to  the  belief  that  lead  will  be 
extensively  developed  in  this  vicinity.  Its  locality  is 
:ii  the  Thousand  Island  Granite  Range,  which  crosses 
'.]\c.  St.  Lawrence  river  from  the  state  of  New  Yorlv 
:rito  Canada,  hi  this  peculiar  ibrmallon  is  not  only 
;hc  best  Iron  ore  in  that  state,  but  also  mines  of  Lead 
and  Copper.  The  Rossie  Lead  mines  in  the  County 
of  St.  Lawrence,  arc  in  the  s.amc  rocky  range.  Rc- 
•cntly  has  been  discovered  in  the  township  of  Macomb 
adjoining  Rossie,  a  very  valua1)lc  Lead  mine,  upon 
•A  hat  i.'j  called  the  Judson  tract,  the  name  of  the 
Droprietor.  It  is  now  being,  as  it  is  said,  profitably 
^vorked,  and  promises  a  rich  return  to  the  owner.  Ge- 
(^ogical  indications  on  the  Canada  side  are  equall} 
iavorable.  It  is  but  a  reasonable  expectation,  there- 
Lore,  that    this   granite  region   is  as  rich  in  mineral 


0 

•.vcaltli  on  l.lic  iioiMh  :is  ou  tlic'  soiitJi  side  of  (!u»,  liiH* 
and  Ui.'it  Caniida  will  be  ullimatcly  ns  niiicli  (MiriclHul 
Troni  thi>  source  as  has  hr<'n  tlic  state  of  i\ew  ^'«)r!c. 

MAllllLi:  liUAinilKS. 

Thoso  (juarrios  lie  in  Nurioiis  localities  aloiii^  tlii^ 
!luo  of  Railway.  MarMcol'  a))  (.'KccUcnt  (iijalit.y  antl 
i;i  great  variL'lics  is  ol)1;iiinMl  ;Vuni  them.  Tlu'  <iuar- 
rv  opened  at  Beverly  is  similar  to  tlios<'  la  the  State 
of  Vermont.  Like  the  innrble  of  that  state,  it  will  he 
exported  for  1)1111(11^:  nuiterial,  (loorlii^,  ornamental 
•liniiture,  for  inonuineatal  iixturos,  and  various  other 
uses. 

No  adeipuile  means  nov/  (^xist  to  hcvA  liiis  maii.h.' 
'n.'Vond  the,  inimediat(>  vieini!y  of  ihc  <ir.arries.  ihil 
with  Railway  facilities  it  will  boeome  an  inexhausti- 
ble source  of  trade,  and  tlius  supply  the  road  witli  a 
large  amount  of  tonnage. 

^\'ATF.]I  POWEH. 

No  equal  extent  of  country  is  mor(^  favorably  situ- 
ated for  manufaciurin'.;-  operations.  Nor  is  (here  any 
odier  where  such  facilities  are  more  required  or  could 
he  em})loyed  to  greater  ])rolit.  Here  the  raw  material 
-an  be  produced  to  an  unlimited  extent.  To  mariU- 
(acture  the  grain,  wcol,  timber,  ores,  and  marble,  ajid 
various  other  products  raised  and  obtained  in  this  rich 
and  extensive  territory,  will  requii'c  a  large  amount;  of 
water  power. 

The  great  variety  of  Lakes   siretching  along  ])orh 
sides  of  this  Railway,  seem  nature's  int'^iuicd  arrange- 


10 


ment  for  hydraulic  purnoses.  Their  diflferent  heights 
are  therefore  an  interesting  item  in  the  geography  of 
this  country,  and  essential  to  a  full  understanding  of 
its  extent  of  water  power. 

Rice  Lake,  thirty  miles  long,  south  of  the  line  is  365 
feet  above  Lake  Ontario.  The  River  Trent,  the  out- 
let of  this  lake,  runs  easterly  about  thirty  miles  to  its 
Junction  with  Marmora  or  Crow  River,  and  falls  L35 
feet  in  its  course  to  this  point.  Marmora  Lake,  north 
of  the  ''no,  is  :iO  feet  above  this  junction.  Crow  River 
IS  about  the  centre  of  the  line,  and  divides  the  eastern 
from  the  western  division.  Ifc  is  the  outlet  of  Mathnne, 
Belmont,  and  Marmora  f/akes,  .vhich  are  also  on  the 
north  sid(^  of  the  road. 

From  this  division  line  westerly  and  along  the  River 
Trent  and  its  tributaries,  in  the  Townships  of  Sey- 
mour, Belmont,  Mathune,  Percy,  Aspliodel,  and  Dum- 
mer,  arc  numerous  Grist  and  Saw  Mills,  and  also  a 
large  amount  of  unoccupied  water  power.  At  Nor- 
wood, on  the  Ouse  River,  at  Warsaw,  on  the  Indian 
River,  at  Kecne,  and  various  other  localities  along 
these  Rivers  arc  a  number  of  Grist  and  Saw  Mills, 
and  numerous  water  powers. 

At  Petcrboro',  a  beautifully  located  Town  on  the 
Otonabee  River,  containing  about  three  thousand  in- 
habitants, are  excellent  Mil'.s  and  various  manufac- 
turin^c  establishments.  This  large  River  is  the  cutlet 
of  Clear  and  Salmon  Tiout  Lakes,  which  are  about 
200  feet  above  Rice  Lake  into  which  the  River  falls, 
aifording  an  inexhaustible  amount  of  water  power. 

The  Townships  of  Smith,  Otonabee,  Monaghan, 
Oavan,  Douro,  Burleiirh,  are  Saw  and   (.Trist   Mills. 


' 


11 


and  they   are  also  well   accommodated  with  water 
power. 

Chemong  Lake  six  mUes  west  of  Petcrboro'  on  the 
north  side  of  the  road  is  189  feet  above  Rice  Lake. — 
It  connects  with  Biickhorn  and  other  Lakes.  At  Buck- 
horn  Falls  in  the  Township  of  Harvey,  in  the  Town- 
ship of  Ennismore  on  the  connecting  waters  between 
Chemong  and  Pigeon  Lakes,  at  the  village  of  Metcafe 
on  Pigeon  Creek  in  the  Township  of  Emily,  in  the 
Township  of  Venilam  on  the  connecting  waters  be- 
tween Pigeon  and  Sturgeon  Lakes,  are  a  great  varie- 
ty of  water  power  and  a  number  of  Grist  and  Saw 
Mills  in  operation. 

At  Lindsay,  a  village  promising  to  be  an  important 
place  in  the  Township  of  Ops,  on  tlie  connecting  wa- 
ters between  Scugog  Lake  south  and  Sturgeon  Lake 
north  of  the  line  ;  in  the  Township  of  Mareposie  on 
the  west  branch  of  Scugog  River ;  Fenelon,  Elden 
and  Bexly,  bordering  on  Balsam  Lake,  whi  h  is  34 
feet  above  Chemong  Lake  and  118  feet  above  Lake 
Simcoe,  are  Grist  and  Saw  Mills,  and  a  large  amount 
of  water  power. 

In  Thorough,  at  tiie  village  of  Beaverton  on  Beaver 
River ;  in  Mara  on  Talbot  river ;  in  Orillia,  Madon- 
te,  Machadash,  Oro  and  Tay,  are  mills  and  a  great  va- 
riety of  water  power.  Along  the  river  Severn  which 
falls  110  feet  into  Georgian  Bay  in  its  course  from  lake 
Simcoe,  are  seven  falls,  the  last  of  which  is  on  the 
navigable  waters  of  the  bay  and  at  all  of  which  is 
an  jile  h3^draulic  power  for  extensive  manufacturing 
establishments. 

The  Eastern  division  is  also  well  .-'upplicd  with  wa- 


12 


.I'l 


ter  power.     In  tlio  township  of  RoWilon  on  the  rivev 
Trent ;  IIuMtin'jdon,   Madoc,  E!.:cvir,   Kcihidar,   .aiii 
Hungcrford,  on  llie  Moira  rlvoi- ;  ShcOicld,  Cmnde::. 
Richmond  and  Kennebec,  on  Sahnon  river;  Ilencliu:- 
ijroolc  and  Portland,  on  the  Nappanie  river ;  Older:, 
Tjao,  and  Sherbrook,  0:1  the    Mi8sissi])pi  river  ;  Bai'i- 
Lirst,   Burgefs,  and  Emslo,  on  the  river  Tay,  IJedlbri],, 
\Vest])ori,  North  Cro^.by,  South  Crosby,  Bastard,  Kit 
ley,  and  at  Beverly,  on  Cataratiue  and  Gananoque  ri\ 
er.s  and  tributary  streams,  and  at  Nev/boro'  oa  the  Hi- 
de&Li  canal,  is  a  great  amount  of  water  i)0wer,  numer 
ous  mills  and  various  other  manufactories  now  in  o])- 
eration.     Perth  is  a  fine  manufacturing  town  accom 
modatcd  witli  water  power  and  commercial  tacilitie>. 
I:  is  also  connected  with  the  Rideau  Canal,  and  has 
{{  rich  countrv  around  it. 

This  is  but  a  faint  description  of  the  vast  extent  o! 
manufacturing  facilities  convenient  to  this  line  -y.' 
Railway.  Such  facilities  throughout  yo  wide  an  ex 
tent  of  country,  chequered  w4th  lakes  and  rivers,  pos- 
sessing unsurpassed  resources,  w  iih  its  rich  soil,  forest; - 
of  timber,  mineral  capabilities  and  rapidly  grawini.'; 
villages  and  towns,  nuist  be  regarded  as  incontestiblc 
proof  of  a  large  and  continually  increasing  w^ay  trade. 

EASTERN  TERMIXrS. 

This  Railway  will  terminate   easterly  on  the  river 
St.  Lawrence.     Its  channel  between  this  and  the  Rail 
way  station  at  Ogdensburgh  is  seldom  if  ever  obstruc 
ted  by  ice  ;  nor  is  it  dammed  up  Vv'iih  floating  masse;'. 
The  current  is  suflicient  to  carry  them  dovv'n  over  thr 
rapids   below.     This  great   river   is   not  eit'ected  h) 


»> 


ircshrts  or  yiiddcii  cliangcs.  It  rises  and  falls  pericli- 
oally  about  tlirrr  feet.  The  channel  ir-ight  be  made 
^i  convenient  crossing  between  these  stations  ibr  freight 
f*ars.  Piers  could  be  extended  from  the  shores  leavino; 
in  openinji:  of  some  five  hundred  or  a  thousand  feet. 
Witii  a  rijorhtly  constructed  fiat  boat,  trains  could  be 
crossed  over  with  Vnit  little  delay.  Any  loss  or  ex- 
peu'-e  of  trans-shipment  can  tlm?  l)e  avoided,  and  I'ror;; 
Lake  Iliu'on  to  tide  v/ater  will  be  an  unbroken  and 
.continuous  line  oC  Railwav. 

EASTERN   COXNECTIOXS. 

l^t.  With  the  St.  Lawrence  River.  This  great  nat- 
,iral  outlet  to  the .  ocean  will  thu«  be  restored  to -', 
portion  of  its  legitimate  trade,  diverted  by  the  Ne^^' 
York  canals  to  tide  water  tlirough  the  valleys  of  the 
Mohawk  and  Hudson. 

2d.  With  the  pro[)osed  line  of  Railway  to  Montreal, 
(i'luebec,  and  Halifax. 

3d.  With  the  Railways  connecting  at  or  near  Mor.- 
ir«'al. 

4th.  And  lastly  with  the  Ogdensburgh  Railwav  an'' 
thus  Vv'ith  the  New  England  roads,  leading  by  numer- 
ous and  various  routes  through  the  Eastern  manufao- 
t.uring  towns  and  cities  to  Boston,  and  also  those  dowii 
the  valUes  of  Lake  Champlain,  the  Connecticut  rivei 
and  Hudson  to  the  city  of  New  York. 

These  four  direct  connections  would  all  be  greatly 
benelitted  by  opening  this  new  and  shorter  channel  of 
trade  to  the  West.  It  w^ould  draw  to  thera  respective- 
ly Western  produce  that  otherwise  would  never  be 
<?! verted  from  the  Southern  routes. 


V 


14 


ill' 

'I 


h;;,i  ; 
1. 


i; :? 


All  of  these  lines  of  Railways  now  constructed,  or 
commenced,  with  but  a  single  and  comparatively  un- 
important exception,  arc  of  the  same  gauge.  It  would 
not  therefore  be  necessary  to  tranship  from  Lake  Hu- 
ron to  Boston  or  any  other  eastern  destination.  This 
important  consideration  alone  would  induce  to  this 
route  a  large  amount  of  trade  which  otherwise  would 
not  be  obtained.  It  would  be  very  unwise  to  disre- 
gard it ;  for  the  stronger  the  inducements  held  out  by 
this  new  commercial  channel,  the  greater  would  be  its 
competition  with  other  routes,  and  thus  all  of  these 
connections  must  share  in  such  increased  business. 

No  other  place  could  be  selected  for  the  Eastern 
terminus  combining  so  many  unrivalled  advantages. 
The  crossing  is  the  most  feasible  between  Quebec  and 
Niagara.  The  same  cars,  with  scarcely  any  impedi- 
ments, laden  with  the  rich  products  of  the  West  could 
distribute  the  same  along  the  lines  of  more  than  two 
thousand  miles  of  Railway. 

AVESTERN   TERMINUS. 

Thl:>  will  be  at  Georgian  Bay,  on  Lake  Huron. — 
Here  are  safe  and  commodious  harbors,  some  of  which 
are  said  to  be  open  during  the  vv'inter.  The  soundings 
made  by  Government  show  ample  depth  of  water  and 
ucce^-sible  channels  for  vessels  of  any  burthen.  The 
ii.lets  i<)rmed  bv  the  streams  and  rivers  falling  into 
( iloucester  Bay,  the  most  eastern  extremity  of  Geor- 
gian Bay,  which  is  about  ten  miles  long  and  three 
miles  broad,  alford  convenient  entrance  for  vessels 
and  room  for  any  extent  of  docks.  The  number  of 
these  localities  will  allow  to  the  Railway  a  choice  of 


15 


terminus,  as  vMrcumstanccs  may  make  it  necessary. 
The  mouth  of  the  river  Severn  is  at  the  upper  end  of 
this  Bay,  at  which  mills  arc  beir-.n;  erected,  and  which 
may  become  a  large  commercial  and  manufacturing 
town. 

From  Lake  Superior  into  this  Bay  is  a  sheltered 
channel  like  a  river,  in  which  vessels  arc  ever  safe 
from  winds  and  storms.  Vessels  from  Lake  Michigan 
can  also  enter  and  pass  down  this  sheltered  way. — 
This  consideration  alone  would  be  no  small  induce- 
ment to  bring  shipping  into  Georgian  Bay. 

All  vessels  passing  the  straits  of  Mackinaw  can 
reach  this  terminus  from  one  to  two  hundred  miles 
nearer  than  Detroit.  The  eastern  terminus  and  De- 
troit are,  therefore,  nearly  in  the  same  relative  posi- 
tion. This  is  a  decided  prererciice  over  all  other 
routes,  both  in  time  and  expense  of  transportation. — 
The  relative  position  to  Lake  Superior  is  still  more 
favorable,  and  a  much  greater  saving  of  distance, 
time  and  expense. 

When  the  contemplated  shi;)  locks  shall  be  const  rnc- 
ted  at  the  oault  St.  Mary,  navigation  will  he  extend- 
ed for  the  largest  class  vcssci^^  five  hundred  miles 
westerl}-.  The  vast  Terri  cries  bcndcring  on  Lake 
S.ipe"  ■  r,  as  their  varied  resources  bvcomo  developed, 
iiiust  greatly  increase  (he  cvnii^.icvce  of  that  gre;it 
Lnkc.  The  trade  o:'C)e.)n;i  sn  ■.',  y  will  only  l-e  limi- 
ted by  the  means  of  ^t:^  r  ''• 
which  the  bet<^er  it  will  La'  u. 
cilities  to  reach,  during  tl..' 
and  the  sea  bo;ird,  wo  Id  ^^^ 
the  close   of  navigation   la »•;•,»-  qiuMJlitirs  ot  Western 


i;;s,  the  more  of 


<!'  ■/,  ;•>..,  These  fa- 
\.  ;:;<  ,,  iiiit^riov  markets 
'  ■  r  ill  In  is  point  before 


t 


If  -l 


1(» 

produce,  it  is,  tlu'rcibrc,  a  salV;  prediction  tha:  .n 
rune  I  his  will  be  a,  pori  of  more  ••hipiiimr  than  aiiy 
othoi  on  the  Lakes. 

Loihvnox. 

Disinterested  Eii^'inecu's  can  best  designate  the  nio-', 
reasible  roiUe.  It  is  not  intended  to  :;ive  any  opinion 
w  here  the  line  should  l>e  located.  Xothin**'  here  sta- 
ted ■-lioLild  therefore  be  so  understood. 

The  route  from  the  eastern  terminus  to  the  werterii, 
will  pass  throu;2'h  the  united  Counties  of  Grenvill.', 
and  Leeds,  united  Counties  of  Frontenac,  Lenox  and 
Addinpton:  the  Counties  of  Hastings,  Peterboro',  York 
and  Simcoe. 

Various  are  the  considerations  that  ought  to  gov- 
ern llic  particular  designation  (tf  the  line.  The  per- 
manent character  of  the  road  as  to  distance,  curves 
and  grades,  as  well  as  cost  of  construction,  should 
lin.vc  great  weight  in  deciding  the  location.  Locai 
advantages  to  the  country  and  chfra,p  transportatior. 
of  ilirouii'lt  freight  are  generally  controlling  consider- 
ations. This  road  will  be  the  principal  northern  coni- 
])et.itor  to  the  southern  routes  for  \\\-<'v.vu  fi-ade.  Bu^ 
fortunately  the  location  that  would  best  [)roniote  tlds 
desirable  end,  will  also  develope  tlie  roources  of  the 
larire'-t  interior  section  of  eountrv. 

A  Ptailway  is  not  a  temporary,  but  a  peruianen", 
thoroughfare.  Any  unnecessary  distancr-,  curves,  oi 
steep  grades,  w^ould  be  a  perpetual  drag^  upon  the  bu- 
siness of  the  road.  Such  disadvantages  would  con- 
tinually and  daily  increase  the  cost  of  transportation, 
llms  adding  hundreds  to  hundreds,  tliousands  to  thou- 


'C 


vsands,  and  still  go  on  adding  millions  to  millions,  to 
the  end  of  time. 

WAY   C0NNi:CT10NS. 

The  Ridcau  Canal  will  connect  the  country  through 
which  it  passes,  between  the  Ottawa  and  St.  Law- 
rence rivers,  at  the  railway  crossing.  From  this  to 
Marmora  Iron  Works  on  eitlier  side  of  the  line  are 
Lakes  and  rivers  opening  communications  with  the 
road  to  a  large  back  country.  Marmora  river,  which 
the  line  crosses  near  these  works,  is  the  outlet  of  Mar- 
mora, Belmont,  and  Round  Lakes,  a  short  distanc*' 
north  of  the  line.  This  mineral  section  will  thus  have 
ample  facilities  to  coimoct  with  the  road. 

Westerly  from  the  great  bend  of  the  Trent  to  the 
Otonabe  river  are  numerous  connecting  facilities. — 
At  Peterboro'  the  line  connects  with  a  number  of  the 
tributaries  of  Rice  lake.  This  lake  lies  parallel  to 
Ontario,  south  of  the  line,  with  a  rich  agricultural 
country  around  it,  connected  by  steamboat  naviga- 
tion with  Peterboro'.  The  numerous  lakes  which 
are  the  sources  of  the  Otonabee  river  and  extensive 
country  north  of  the  line,  will  also  make  this  point  a 
depositary  of  produce.  Peterboro'  will,  therefore,  by 
such  connections,  become  a  great  depot.  Great  must 
be  the  amount  of  trade  gathered  at  this  central  po- 
sition, both  exports  and  imports,  and  Peterboro' 
would  be  numbered  among  the  most  flourishing  in- 
land cities  of  Canada. 

The  Scugog  river,  crossed  by  the  line  in  the  town 
of  Ops,  is  made  navigable  by  the  locks  at  Lindsay, 
between  Sturgeon  and  other  lakes  north,  and  Scugog 


18 

l.'ikc  .souili  ol' ilic  line.  'JMiis  lake  opens  .sonic  Ibrly 
miles  of  navigable  coiniiinnieatiou  into  a  i'ertile  eoun- 
try,  and  "would  tliiis  connect  it,  M'ith  tlie  railwaj'  [jt 
this  crossinjr,  which  would  also  b«'.couie  a  despot  lor  a 
very  product! v(i  and  large  territory. 

Al  th(;  Narrows  between  Lake  Simeoe  and  Coachi- 
ehinji",  which  the  line  crosses  to  Orillia,  the  fine  and 
extensive  country  around  both  of  these  lakes  can  con- 
veniently connect  witli  the  road.  The  dilierenee  in 
level  between  tlicni  is  so  slight  that  steam  ))oats  and 
other  vessels  meet  with  no  obstruction  in  passln.<i:thro 
the  narrows.  Lake  Simcoc  is  one  of  the  most  beau- 
liful  sheets  of  water  in  Canada.  Its  pleasnnt,  gcMitly 
sloping  shores  exhibit  luxuriant  vegetation.  The 
farming  country  around  it  is  not  excelled  by  Western 
New  York.  This  rich  agricultural  section  being  thus 
accessible  to  the  road  by  navigable  water  communi- 
cation, must  concentrate  at  this  point  a  large  amount 
of  produce  for  export,  and  also  ibr  consumption  a 
large  amount  of  imported  su])p]ies. 

It  will  bo  seen  by  looking  at  the  Ma]),  that  the 
ranges  of  lakes  l)oth  sides  of  this  railwav  so  conven- 
icjitly  connecting  v.  ith  it,  have  no  navigabhj  commu- 
nication with  Lake  Ontario.  Iler.i  then,  is  a  broad 
interior  section,  which  will  be  wholly  dependent  on 
the  road  for  txn  outlet  It  being  thus  bevond  the  reach 
of  successful  competition,  ensures  to  it  a  vast  locnl 
business. 

nRAXCJl    RAILW.VYS. 


The  route  is  favorable  to  branch  railways  connect- 
ing with  it,  both  sides  of  the  line.     Such  connections 


10 

wouhl  uncloii})trclly  ho  coiistnicted  iVom  tin;  vnllev  of 
the  Ottawa,  and  tVoin  tlie  shores  of  Lukv.  Oiirnrio. 

A  railway  is  now  in  progress  of  const nicl ion  iVom 
the  rity  of  Toronto  to  Georgian  Bay.  This  road  will 
ho  an  important  connecting  link  hrtwoen  the  Crrent 
W(^stern  and  other  Westerly  railways,  and  the  St. 
Lawrence  and  Lak(^  Huron  road.  So  far  from  being 
competing  lines  tliey  will  confer  mutual  henefits. 

initiatory  sleeps  are  being  takini  to  establish  a, 
branch  between  Pctcrboro'  anrl  Lake  Ontai-io,  with  a. 
terminus  at  Col)oiirg  and  Port  Hope.  These  towns 
would  thus  derive  far  more  benefit  thai,  from  a  rail- 
way passing  tlirough  them  along  the  lake  short  .— 
They  would  bo  places  of  transhipment,  and  thus  be- 
come depots  for  produce  destined  for  Lake  Ontario. — 
This  ever  increasing  commerce  would  make  them 
large  liouris'jiiig  places. 

Kingston  is  a  very  important  place  Ibr  tlie  termiiiiis 
of  a  branch.  This,  with  the  river  St.  Lawrence,  lake 
Ontario.  Ilidcau  canal,  and  Railwavs  terminatini'' on 

*'  fry 

the  opposite  side  of  these  navigable  waters,  ough^  to 
satisfy  tliis  city,  (ireater  advantages  seldom  fall  to 
the  lot  of  anv  inland  place.  This  br.r.ich  terminus 
vv'ould  also  become  a  gi'cat  depositary  of  pr<Klucc  to 
he  shij)pcd  to  various  destinations,  and  would,  there- 
ton^,  be  fur  more  advantageous  to  Kingston  than  a, 
lake  shore  Koad. 

kOCAL  TIIADi:. 


This  will  consist  of  local  products  exported  to  mar- 
ket, supplies  imported  for  local  consum|)tion,  and  tlic 
tra(!e  between  places  along  tlie  line.     Also  would  be 


^1 


r  ? 


ii^i ) 


m 


llM 


20 

included  the  local  trade  from  tlu;  interior  <!ouiiectioiis 
with  the  extensive  rich  back  crountry  thus  induced  to 
be  settled  and  opened. 

The  wide  range  of  territory  througli  the  midst  of 
which  this  Railway  passes,  its  fertility  of  soil,  mineral 
wealth,  forests  of  timber,  and  manufacturing^  facilitie;^, 
not  only  give  assurance  of  a  very  large  way  business, 
but  this  outlet  would  induce  settlements  far  north  of 
the  line,  and  thus  greatly  increase  its  yearly  local 
trade.  The  ultimate  aggregate  amount  of  this  trade 
is  now  beyond  tlie  reach  of  human  foresight.  No 
prediction  will  be  attempted,  therefore,  in  relation  to 
its  amount,  except  a  proximating  estimate  of  what  is 
reasonable  to  su[)posc  it  may  be  at  the  eoni])letion  oi' 
the  Road. 

WHKAT. 

The  whole  length  and  breadtli  of  this  section  is  ex- 
cellent wheat  land.  When  the  public  luiiul  is  fully 
satisfied  that  this  Railway  will  be  constructed,  largo 
would  be  the  inci'easc  of  tliis  and  othei'  })ro(luction>, 
by  the  time  the  work  was  finished. 

In  the  year  1S47,  as  per  census  returns  of  18  JH,  tlie 
wheat  crop  in  Upper  Canada,  amounted  to  ,598,695 
acres.  A  small  allowance  lor  the  acres  overlooked, 
would  make  this  in  round  nundjers  six  hundred  thou- 
sand acres.  Allow  to  this  section  but  one  sixth,  and 
estimate  it  at  twenty  bushels  per  acre,  would  amount 
to  two  millions  of  bushels  of  wheat.  I^educt  a  sixth 
for  home  consumption,  would  leave  for  export  either 
in  wheat  or  flour  and  coarse  stufl><  1,600,H67  bushels. 
At  four  pence   per   bushel,    which  would  Im^    about 


21 

the  samo  as  n  Halifax  shilling^  per  barrel  of  Hour,  in- 
cluding the  transportation  of  coarse  stufls,  which  would 
also  be  sent  to  mark«^t,  anion nls  to  £'27,777  15h  8d. 

COARSE  GRAIN. 

All  coarse  ^rain,  including  barley,  oats,  rye  and 
rorn,  may  be  safely  estimated  at  10,000  tons.  Calling 
the  price  of  transportation  at  twelve  and  sixpence  per 
ton,  which  would  be  a  low  average,  would  amount  to 
£6,250. 

LUMBER. 

The  demand  for  sawed  lumber  continually  increases. 
The  great  amount  of  pine,  oak,  and  other  valuable 
timber,  near  the  line  of  the  Road,  which  would  have 
no  other  outlet,  must  make  a  large  lumber  trade.  The 
water  power  so  convenient  for  its  manufacture  would 
also  increase  the  amount  of  this  freight. 

Forty  millions  of  feet  would  not  be  an  over  estimate 
for  the  sawed  pine,  oak,  and  other  sawed  lumber, 
board  measure  ;  nor  twelve  shillings  and  sixpence  per 
thousand  for  its  transportation  over  the  road,  which 
\v  ould  amount  to  £25,000. 

Staves,  heading,  shingles,  unsawed  oak,  and  all 
other  kinds  of  unsawed  timber,  may  be  estimated  at 
25,000  tons,  and  its  transportation  over  the  road  at 
twelve  sliilliiigs  and  sixpence  per  ton,  which  would 
amount  t(>  £15,000  12s.  Gd. 

DAIRIES. 

This  coutitry  equals  any  other  in  its  adaptation  to 
dairies.      Witli   a.  cheap  atid  c\j)«'dlti()us  transit  to  a 


t 


•»!: 


»>o 


it.  ,i 


reliable  market,  lliis  would  become  a  large  prochiot. 
It  is  a  giejit  advantage  to  raise  a  variety  ol'  crops. 
When  one  article  is  low,  the  farmer  may  make  it  up 
in  the  pri<u'.  of  others.  As  the  timber  is  cut  and  taken 
olf,  the  hi^j^lKU"  r.'tngc  of  lands  will  })e  devoted  princi- 
pally to  dairies  and  the  raising  of  wool. 

Kstiiiiatin';  the  annual  dairies  at  1(),(H)0  tons,  and 
tlic  price  ol'  transportation  at  (il'tcen  shillings  i)er  ton, 
would  anionnt  to  JCli>,()()(). 

STOCK. 

Xo  country  produces  better  eattle  and  sheep,  nor 
iincjr  beef  and  mutton.  Fat  cattle  and  sheep  cannot 
well  be  driven  to  a  distant  market  without  injury.  A 
railway  would  obviate  this  diflioulty,  and  the  people 
ot'this  section  would  avail  themselves  of  it  t(»  send 
their  live  stock  to  market.  Put  the  amount  of  this 
freight  at  1::*,()0()  tons,  at  ten  shillings  per  ton,  would 
amount  to  £(1,000. 

PROVISIONS. 

Included  under  this  head,  are  beef,  mutton,  pork, 
poultry,  and  all  other  kinds  of  fresh  and  salted  meats,. 
These  can  safely  be  estimated  at  9,000  tons.  The 
price  of  transportation  over  the  ro;::'  at  fifteen  shill- 
ings per  ten,  amounts  to  £6,075. 

MINERALS. 

Including  under  this  head  iron,  lead,  marble,  ores 
and  stone,  manufactured  and  unmanufactured,  the 
tonnage  in  these  would  be  considerable.  The  low 
estimate  of  6,000  tons,  at  a  price  for  transportation  of 


'J3 

tell  sliilliijp^sptir  ton,  would  amoinif  to  JC:j,000  at  tin* 
opening  of  the  road,  hut  substMiuputly  would  r.ipidly 
incrcnsr. 


ALL  OTlIKi:  niODlVTS: 

liidudin;!:  cvrry  unnnuninrritod  nitidi'.  Ksfiinnh* 
tluisr,  jit  ir),(K)()  tons,  and  ui  lificMMi  sliiHin;»s  prr  ton. 
Avoiild  anionnl  lo  Cll,'J50. 

I'llKKJlIT  r.KTWKLN'   STATIOXS. 

A  K()!i(l  oNcr  two  liiindrcd  niiirs  in  length  ir.ii>l 
liave  a  \i\\'<^e.  business  IjctwjTii  tlic  towns  alonj^  Uir 
line.  This  trade  is  difficult  to  estimate,  it  would 
seem  low  at  15,l)()()  tons,  and  the  [>riee  at  ten  sldliings 
per  ton.  'JMiis  would  amount  to  €7,500.  Hut  greatly 
would  also  Le  the  yearly  increase  of  such  trade. 

LOCAL  SLITLILS. 

No  aceurale  estimate  can  be  arrived  at  as  to  the 
amount  of  supplies  required  for  this  large  section  of 
country.  Such  estimate  elsewhere  is  generally  about 
half  the  tonnage  of  the  exports.  The  articles  being 
more  bulky  the  price  per  ton  is  somewhat  higher. 

It  cannot  be  considered  a  high  estimate  at  60,000 
tons,  and  the  price  of  transportation  at  seventeen  shil- 
lings per  ton,  which  would  amount  to  £61,000.  This 
is  less  than  a  third  of  the  export  local  tonnage. 

TASSKXCILRS. 

On  long  Railways  the  local  travel  geneniliy  exceeds 
the    most   sanguine  expectation.     A   lload   liUc  this, 


il 


t; 


!!'■ 


i!" 


24 

with  a  wide  range  of  country  on  both  sides,  having 
no  other  outlet,  the  way  travel  must  be  large.  All 
of  the  highways,  water  and  other  communications, 
would  be  made  with  an  express  view  of  the  most  con- 
venient Railway  accommodation.  This  advantage  a 
new  has  over  an  old  settled  country.  The  former  will 
accommodate  itself  to  the  new  thoroughfare,  in  the 
progress  of  improvement,  like  the  early  settlements  on 
the  shores  of  a  navigable  river ;  while  the  latter  will 
not  so  readily  break  v.  p  its  old  long  established  organ- 
izations. 

There  is  scarcely  an  analogous  Road  to  this  to  be 
found.  The  New  York  and  Erie  will  furnish  the  best 
comparison.  It  is  longer,  but  the  country  through 
which  it  passes  is  rocky  and  mountainous,  while  the 
country  through  which  this  will  pass  is  not  excelled 
anywhere.  The  passenger  monthly  receipts  on  that 
Road  are  over  twenty  thousand  pounds  Halifax  cur- 
rency, equal  to  one  hundred  thousand  dollars  per 
month.  But  this  section  is  much  less  settled  than  that 
and  the  way  passengers,  which  are  probably  about  one- 
third  of  the  travel  over  the  Road,  amount  to  more  in 
proportion  to  its  length  than  this  will  at  its  opening. 
But  its  increa'^3  will  be  very  rapid. 

To  make  the  estimate  such  as  must  be  regard'^d 
fair  by  all,  let  the  monthly  receipts,  including  the  car- 
rying of  the  mails,  be  put  at  £2,500,  wliich  would 
amount  to  £30,000  annually. 


25 

AGGREGATE. 

£      .V.  d. 

Wheaf  and  Flour, 27,000  15  8 

Coarse  grain,  barley,  rye,  oats,  corn,  &c.,.  0,250  00  0 

Pine  sawed  Lumber, 25,000  00  0 

Staves,  heading,  oak  &  other  timber,  &c.,  15,000  12  6 

Dairies, 12,000  00  0 

Stock,  Live, 6,000  00  0 

Provisions, 0,075  00  0 

Minerals, 3,000  00  0 

AH  other  productions, 11,250  00  0 

Freight  between  stations  and  towns,..,.  7,500  00  0 

Local  supplies  bro't  into  the  coantry, 51,000  00  0 

Passengers,  including  Mails, 30,000  00  0 

£200,076     8  2 

This  amount,  after  deducting  running  expenses,  will 
pay  legal  interest  on  over  two  millions  of  pounds  an- 
nually, equal  to  eight  millions  of  dollars.  No  further 
estimate  can  be  required  to  demonstrate  that  this 
would  be  a  paying  Road.  Nor  is  it  deemed  necessary 
to  estimate  the  through  trade  which  will  most  proba- 
bly far  exceed  the  local.  So  rapid  would  be  the  in- 
crease of  local  and  through  business,  a  double  track 
would  soon  be  required,  when  the  gross  annual  earn- 
ings of  the  Road  would  exceed  five  hundred  thousand 
pounds,  or  two  millions  of  dollars. 

That  this  estimate  of  local  trade  may  be  deemed 
by  some  to  be  overrated,  is  expected.  Difterence  of 
opinion  undopbtedly  exists  as  to  particular  items. — 
Some  may  be  regarded  as  over,  and  others  under  ra- 
ted. This  estimate,  however  imperfect,  was  made 
after  a  careful  exaniinalion  of  this  section  of  country, 
raid  endeavoring  to   ascertain   its   resources.     These 


I 


•S; 


Ilil 


illl      f 


n.  , 


20 

would  be  greatly  developed  during  its  construction, 
and  a  large  amount  of  sawed  lumber  and  other  freij^ht 
would  be  gathered  along  the  line  ready  at  its  opening. 
A  great  change  would  therelbre  take  place  in  this 
secluded  section  during  this  short  period.  However 
much  this  estimate  may  be  thought  too  high  by  the 
cautious  and  doubting,  it  would  seem  that  all  niu^t 
concede  this  Road  would  be  a  safe  investment  of  cap- 
ital. To  satisfy  the  public  mind  of  this  important 
fact,  is  the  only  object  expected  to  be  attained  by  these 
estimates  of  local  trade.  All  Railways  constructed 
for  a  reasonable  expense,  having  a  reliable  local  bus- 
iness, pay  well.  The  through  trade  is  generally  more 
fluctuating.  But  the  position  of  this  Road  will  make 
it  an  exception  to  this  rule.  Its  through  trade  will  be 
no  less  permanent  than  the  vast  and  increasing  re- 
sources of  the  Great  West,  which  can  never  be  even 
temporarily  diverted. 

LOCAL  BENEFITS. 

So  diversified  will  be  the  direct  and  indirect  advan- 
tages of  this  Road,  no  attempt  will  be  made  to  enu- 
merate all  of  them,  nor  to  estimate  their  ultimate  re- 
sults. 

To  level  down  hills  and  fill  up  valleys  and  stretch 
along  such  artificial  channel,  over  two  hundred  miles 
of  iron  pathway,  is  an  enterprize  worthy  of  the  most 
patriotic  efforts.  The  mind  can  but  faintly  perceive 
the  magnitude  of  such  permanent  work,  operated  the 
year  round  by  steam  power  equally  enduring  and  far 
more  advantageous  than  a  navigable,  but  in  winter, 
ice  bound  river.     If  not  a  new  creation  it  is  nothinir 


i 


27 

less  than  opening  a  new  and  lasting  commercial  thor- 
oughfare through  what  would  otherwise  ever  remain 
an  interior  and  secluded  region.  x\  revolution  chang- 
ing the  physical  and  social  state  of  its  inhabitants,  ef- 
fected not  by  war  and  bloodshed,  but  by  peaceful  in- 
dustry. It  will  promote  moral  and  intellectual  refine- 
ment as  well  as  commercial  improvement.  Greatly^ 
superior  has  ever  been  considered  the  lot  of  that  peo- 
ple favored  by  convenient  facilities  of  widely  extend- 
ed social  intercourse,  to  those  deprived  of  such  advan- 
tages, and  for  which  no  pecuniary  consideration  could 
be  any  adequate  equivalent. 

COXSTRI'CTIOX. 

Expending  a  million  or  more  of  pounds  in  any  sec- 
tion of  country  is  a  great  local  benefit.  Such  has 
been  the  effect  wherever  improvements  have  been 
made  in  the  interior  of  any  State  of  the  American 
union.  The  outlay  of  capital  produced  a  state  of  im- 
mediate prosperity,  which  the  work  when  completed 
not  only  maintained,  but  continually  increased. 

Laborers  have  employment  and  are  thus  benefitted. 
In  support  of  themselves  and  families  ...ey  circulate 
money  among  farmers  and  tradesmen,  who  in  their 
turn  give  it  a^  {§till  wider  circulation.  The  money  is 
not  only  paid  out  for  labor  and  provisions,  but  for  tim- 
ber and  other  materials  to  construct  the  work. 

Such  cash  capital  brought  into  the  country  and  so 
generally  diffused  among  the  inhabitants,  enables 
them  to  improve  their  farms,  extend  their  various 
branches  of  business,  build  houses  and  factories  and 
also  make  various  other  private  and  public  improve- 


lu 


■   '1   ' 

i 


'i     i 


I 


Sill 


28 

ments.  This  expenditure  is  not  like  those  mercantile 
operations  which  send  the  money  out  of  the  country 
to  pay  for  foreign  commodities.  It  is  first  brought  into* 
the  country  and  then  expended  for  a  permanent  invest- 
ment never  to  be  taken  away.  However  large  there- 
fore the  local  subscriptions  may  be  towards  the  con- 
struction of  the  work,  instead  of  impoverishing  would 
be  more  than  counterbalanced  by  such  local  expendi- 
ture of  money. 

TAXES. 

The  increased  ability  to  pay  taxes  is  a  local  bene- 
fit that  ought  not  to  be  overlooked.  Rapid  settlement 
of  the  count' y,  extensive  improvements  and  rise  of 
property,  would  more  than  four  fold  such  ability.  The 
Railway  itself  would  be  valuable  and  productive  real 
estate.  It  would  be  taxed  as  such  in  the  townships 
and  counties  through  which  it  passed.  Although 
mostly  constructed  by  foreign  capital,  it  would,  there- 
fore, be  assessed  its  fair  proportion  for  all  Municipal 
subscriptions. 

MANUFACTURING. 

Great  would  be  the  local  benefits  derived  from  this 
source.  This  wheat  growing  country  would  manu- 
facture the  flour,  and  also  the  barrels  in  which  it  was 
sent  to  market.  The  great  quantity  and  variety  of 
water  power  so  conveniently  distributed  over  this 
whole  section  would  be  brought  into  use.  btaves, 
heading,  and  all  the  other  kinds  of  lumber  would 
be  worked  into  various  shapes  for  export.  Iron,  lead, 
marble,  and  woollen  factories  would  be  erected,  man- 


1 


20 

ufacturiiig  towns  built  up,  the  population  greatly  in- 
creased, and  this  would  thus  become  a  prosperous  and 
wealthy  section  of  Canada. 

MARKET. 

The  distance  this  section  of  Canada  is  from  any 
reliable  market,  must  be  a  very  serious  detriment. — 
Such  inconveniences,  unless  obviated,  will  ever  pre- 
vent its  advancement.  No  adequate  encouragement 
now  exists  to  induce  settlements  and  wtend  cultiva- 
tion. The  more  distant  from  market  the  more  rapid 
will  be  the  transportation  of  produce  required. — 
Nothing  short  of  Railway  facilities  can,  therefore, 
overcome  this  otherwise  insurmountable  difficulty. — 
The  cars  would  take  produce  in  winter  as  well  as  in 
summer,  without  transhipment,  to  any  city  or  town  in 
New  England,  or  to  be  shipped  from  the  Atlantic  ports 
to  old  England. 

No  part  of  America  of  its  size  consumes  as  muclt 
foreign  produce  as  New  England.  Its  soil  is  too  ster- 
ile to  encourage  agricultural  efforts.  Hence,  Yankee 
enterprise  is  devoted  to  manufacturing,  commercial 
and  other  pursuits.  Its  population,  therefore,  contin- 
ues rapidly  increasing.  Its  consumption  then  of  im- 
ported produce  must  be  immense.  It  is  difficult  to 
arrive  at  any  accurate  estimate.  The  cattle  trade 
alone,  at  and  in  the  immediate  vicinity  of  Boston, 
amounts  to  over  four  millions  of  dollars  annually. — 
From  this  single  item,  in  one  locality,  some  conception 
may  be  formed  ,of  the  vast  consumption  of  various 
productions  in  all  of  New  England. 

The  manufacturing  product  of  the  State  of  Massa- 


li 


30 


,'.'■' 


Ill 


I' 


i!f:     ill 


r-husctts  only  amounts  annually  to  one  hundred  and 
twen*;y  millions  oi"  dollars.  This  amount  gives  some 
idea  what  the  ^vhole  would  be,  including  the  other 
iive  States.  Railway  facilities  in  all  of  them  connect 
with  cvci'y  manufacturinja^city,  town,  or  other  business 
place.  Now  completed  or  in  a  state  of  construction 
are  three  thousand  four  hundred  and  twenty  miles  of 
Railway,  at  the  present  cost  of  one  hundred  and  six 
millions  of  dollars. 

To  send  produce  direct  to  New  England  ctmsumers, 
free  of  any  expense  and  injury  by  handling  or  truck- 
ing, would  virtually  change  the  rehitive  position  of 
this  interior  section.  For  all  the  benefits  of  trade,  its 
locality  would  not  exceed  forty  miles  from  the  sea 
board.  Such  is  the  equalizing  power  of  Railways. 
Hence  the  people  of  this  section  should  spare  no  ef- 
forts to  better  their  commercial  relations  bv  thus  over- 
coming  distance. 

Since  the  opening  of  the  Ogdensburgh  Road,  that 
part  of  Canada  convenient  to  its  Western  terminus 
has  derived  great  benefits  from  it.  After  paying  du- 
ties the  farmers  have  obtained  bettca*  i)rices  in  New 
England  than  could  be  had  in  old  England  or  her  pro- 
vinces. They  have  found  a  ready  market  for  all  kinds 
of  coarse  grain,  cattle,  sheep,  beef,  mutton,  pork,  but- 
ter, cheese,  and  even  potatoes,  poultry  and  eggs. — 
Purchasers  from  the  East  are  continually  in  Ganadu, 
and  the  farmers  have  a  market  at  their  own  doors. — 
Every  depot  on  the  Ogdensburgh  Road  is  a  Boston 
market.  Such  would  also  be  the*  case  with  the  St. 
Lawrence  and  Lake  Huron  Railway.     No  two  sec- 


si'i .  ;; 


tions  of  Xorlh  America  Mrc  of  more  mutual  benefit  to 
each  other  than  could  bo   Now  Englaiul  nnd  Cnmido. 

lilSE  OF  HKAL  ESTATE. 

Twenty  tl)ousand  stiuarc  miles  of  territory  will  be 
more  or  less  benefitted  bv  this  Railway.  It  would 
open  up  this  vast  section  of  country,  rapidly  promote 
its  settlement,  and  literally  make  the  wilderness  to 
'•bud  and  blossom  like  the  rose."  Instead  of  wild- 
uess  and  solitude,  the  shores  of  its  Lakes  and  Hivers, 
its  extensive  valuable  forests  and  rich  farming  lands, 
would  all  become  the  abode  of  a  dense  and  intelligent 
population,  and  tla-oughout  its  length  and  breadth,  ex- 
liibit  industry-,  enterprise,  find  wealth.. 

Twelve  millions  and  eight  hundred  thousand  acre.> 
would  be  thus  greatly  increased  in  value.  Aside  from 
water  power,  town  and  village  property,  estimate  this 
increase  at  the  moderate  sum  of  one  pound  live  shil- 
linrs  per  acre  would  amount  to  sixteen  millions  of 
{)ounds.  Add  to  this  estimate  the  increased  price  of 
water  power,  city,  town,  and  village  plots,  and  all  the 
othsr  sources,  the  aggregate  would  at  least  reach 
twenty-live  millions  of  pounds,  or  one  hundred  mill- 
ioMS  of  dollars. 

THROUGH  TRADE. 

The  largest  amount  of  tonnage  will  come  from  the 
West.  Although  the  grade  is  but  slight  either  way, 
it  will  be  most  favorable  for  this  heavy  freight.  The 
unrivalled  position  of  this  Railway,  affording  an  un- 
broken connection  between  Lake  Huron  and  tide  wa- 
ter must  make  this  trade  very  large  on  the  opening  of 


i 

(1 


; . 


i?; 


m  . 


it 


3J 

the  Road,  and  also  a  continual  subsequent  increase. 
The  saving  of  distance  and  time,  aside  from  expense, 
would  be  an  important  consideration.  A  vessel  en- 
tering the  Welland  Canal  with  a  cargo  of  three  thou- 
sand barrels  of  flour,  at  the  same  time  a  freight  train 
with  an  equal  quantity,  leaves  Lake  Huron,  before 
the  former  would  leave  the  canal  the  latter  would  ar- 
rive at  its  eastern  terminus,  if  not  reach  Boston.  No 
other  proposed  Railway  in  Canada  promises  to  change 
in  the  season  of  navigation  the  transit  of  Western 
produce  to  market.  But  this  will  compete  in  carrying 
heavy  as  well  as  light  freights,  with  lake  vessels. — 
Opening  a  new  channel  calculated  to  change  the  tide 
of  commerce,  and  thus  exert  so  important  an  influence 
upon  the  carrying  trade  between  New  England  and 
the  Western  States,  must  be  regarded  by  all  any  way 
aflfected  by  it  with  deep  interest.  Express  trains  from 
the  western  terminus  would  reach  tide  water  in  24 
hours.  Boston  would  thus  be  but  a  day's  journey  from 
Lake  Huron. 

INCREASE  OF  WESTERN  TRADE. 

Such  increase  has  hitherto  exceeded  all  speoiilnuo?i. 
New  outlets  fall  greatly  short  of  this  yearly  increase. 
No  apprehension  need  be  entertained  by  the  old,  there- 
fore, that  the  present  business  will  be  diminished  by 
new  routes.  Nor  should  any  jealousy  be  indulged. — 
Those  by  whose  enterprise  any  new  avenue  is  openei^ 
to  the  West,  ought  to  be  allowed  to  locate  and  con- 
struct the  same  in  the  manner  they  deem  most  favora- 
ble. A  captious  opposition,  emanating  from  some 
supposed  conflicting  local  interest,  should  not  be  per- 


IVA 


mitted  to  interlcre.  Western  producers  and  eastern 
consumers  are  strongly  interested  to  have  new  routes 
opened  for  them.  The  more  the  better.  Increase  of 
commercial  facilities,  tends  to  a  corresponding  in- 
crease of  Western  products  and  Eastern  supplies. 
This  Railway  would,  from  its  peculiar  favorable  po- 
sition, more  than  any  other,  have  this  desirable  effect ; 
it  would  be  to  the  county  bordering  on  Lake  Huron, 
Lake  Michigan  and  Lake  Superior,  a  preferable  route. 
Even  Detroit  might  divide  its  trade  between  Lake  Erie 
and  Georgian  Bay 

It  is  said,  that  this  Bay,  at  a  point  convenient  for  h 
Railway  Terminus  is  generally  open  during  the  win- 
ter. If  this  is  so,  vessels  could  pass  between  this  Bay 
and  Saginaw  and  other  Bays  on  the  south  side  of 
Lake  Huron,  bordering  on  Michigan,  the  year  round. 
Saginaw  Bay  occupies  a  favorable  position  to  ac- 
commodate this  great  wheat  growing  State.  The  dis- 
tance to  this  Bay  would  be  about  two  hundred  miles, 
and  a  hundred  and  seventy-five  miles  to  Thunder  Bay, 
lying  a  short  distance  westerly ;  a  large  amount  of  pro- 
duce could  be  cheaper  gathered  at  these  points  tJjrui 
any  other  in  that  State. 

The  rapid  growth  of  the  country  .around  Lakti  Su- 
perior will  soon  open  a  largo  new  trade  from  that 
quarter.  The  commerce  of  this  truly  denominate^i 
great  inland  sea,  must  ultimately  be  immense  ;  a.s 
the  extensive  territories  bordering  upon  its  soiithorl} 
shore  become  settled,  their  agricultural  j)roducts  ivill 
go  to  market  through  this  natural  outlet.  Those  on 
the  northerly  side  are  not  as  favorable  to  agriculture, 
still  to  considerable  extent,  will  be   cultivated.     But 


;n 


It 


i 


bordering  on  this  hake  is  found  a  tar  i;rciiU'V  source 
of  commerce  than  any  apjricultural  eapabilitios  can 
furnish.  Here  is  one  of  tlje  richest  Mineral  regions  in 
the  world  ;  all  of  this  vast  trade  would  iialurally  pass 
down  the  safe  northern  channels  into  Georgian  Bay. 
Unless  the  facilities  at  this  point  were  insuflicient,  no 
part  of  it  could  be  diverted  by  competition  from  any 
other  quarter.  Here  then,  will  be  the  great  depot  of 
what  is  properly  denominated  the  Western  World  ; 
no  fearueedbe  entertained  as  to  rival  routes  connect- 
ing with  this  Depot.  None  can  now  foresee  how  many 
Railways  will  be  required  ;  three  will  ultimately  be 
constructed,  connecting  Georgian  Bay  with  the  St, 
Lawrence  River,  Lake  Ontario  and  the  Ottawa  River. 

EASTERN  TRADE. 

The  supplies  from  the  East  required  in  the  West 
would  furnish  a  large  amount  of  return  freight  over 
this  Railway.  No  other  route  could  be  as  expeditious. 
.  Time  is  becoming  more  and  more  important  in  mer- 
cantile operations,  speed  is  therefore  taken  into  con- 
sideration as  much  as  the  price.  This  route  would 
have  a  decided  advantage  in  both.  The  Western  mer- 
chant could  obtain  his  goods  by  this,  a  number  of  days 
sooner  than  by  any  other,  and  that  too  w^ithout  any 
transhipment  from  the  Atlantic  cities  to  Lake  Huron. 
Debenture  goods  would  be  shipped  by  this  route. 
Shipments  might  be  made  in  winter  as  well  as  summer, 
from  Liverpool  to  the  Upper  Lakes  in  fifteen  days.  A 
direct  trade  might  thus  be  opened  between  Europe 
and  the  West,  with  only  a  change  of  cargo  from  At- 
lantic vessels  to  the  cars. 


N(.^\v  J'iUglaiul  iii;iuiir;u',!urt!S  would  also  liiid  their 
vvjiy  to  tlic  Western  States  over  tliis  lload.  The 
mines  would  re(|uire  a  larj];e  amount  of  these  and  other 
supplies.  Vast  must  be  the  amount  of  merehandizc 
that  would  seek  this  ehanncl  to  the  Canadian  and 
American  shores  of  the  I  ^pper  Lakes. 

This  would  also  become  the  favorite;  route  for  Emi- 
grants. They  would  ho  much  better  accommodated 
this  way,  as  to  comfort,  time  and  expense.  It  would 
require  less  changes  of  higgage,  and  be  less  liable  to 
losses  or  delays. 

POPULATION. 

The  counties  through  which  this  Uailu  ay  passes, 
including  only  the  north  Riding  of  York  contained  a 
population  in  1817,  of  one  hundred,  seventy  fovu*  thou- 
sand, seven  hundred  and  seven.  With  five  years  in- 
crease, must  now  amount  to  between  two  and  three 
hundred  thousand.  A  more  intelligent  and  industrious 
people,  will  seldem  be  found  in  the  interior  of  any 
country.  Let  any  impartial  man  pass  along  the  line 
of  this  Railway,  and  mix  freely  with  the  inhabitants 
he  will  readily  concede  the  correctness  of  this  state- 
ment. Nothing  in  the  shape  of  abject  poverty  would 
be  seen.  But,  he  would  find  himself  in  the  midst  of  a 
hospitable,  well  behaved  and  comfortably  clad  com- 
munity. In  every  Township  would  be  met  well  in- 
formed men,  capable  of  filling  any  public  station.  Ca- 
nada West  needs  only  to  be  visited  to  be  appreciated. 
That  this  Railway  would  be  of  inestimable  advantage 
to  themselves,  and  also  to  their  country,  they  are  fully 
satisfied.    They  see  therefore  no  reason,  why  its  con- 


r  ■ 


ll 

If; 


86 

structioii  should  not  rcooivc  a  hearty  public  encour- 
agement. To  obtain  its  speedy  accomplishment,  they 
manifest  an  indomitable  determination,  and  an  un- 
yielding: firmness  that  leave  no  doubts  of  final  success. 

(iOVERNiMENT  LANDS. 

The  extended  settlement  that  would  be  induced  by 
this  work  will  greatly  enhance  the  value  of  a  large 
tract  of  Government  lands.  This  involves  an  impor- 
tant public  consideration.  Not  only  will  the  Govern- 
ment be  directly  benefitted  by  it,  but  the  best  interest 
of  the  country  will  also  be  promoted.  Two  fold  will 
be  the  weight  of  responsibility  upon  the  Government 
to  second  the  efforts  of  those  endeavoring  to  accom- 
plish this  noble  enterprise.  Would  it  }>e  regarded  hon- 
orable for  any  Government  to  fold  its  arms,  and  suiFcr 
unaided  individual  enterprise  to  thus  promote  its  own 
particular  interest  ?  The  American  Government  re- 
cently granted  twelve  miles  in  width  of  its  lands,  on 
both  sides  of  a  proposed  Railway  through  the  state  of 
Illinois,  not  involving  so  many  important  public  con- 
siderations to  that  country  as  this  does  to  Canada. 
None  confers  greater  general  benefits,  nor  has  there- 
fore a  greater  right  to  demand  public  encouragement. 

COMPARISOxY. 

It  is  not  intended  to  disparage  other  routes,  but 
simply  to  set  forth  the  merits  of  this.  Nor  do  the 
friends  of  this  project  entertain  any  hostility  to  others, 
or  regard  them  as  competing  lines.  The  best  feeling 
of  good  will  is  felt  for  the  success  of  every  suggested 


'.'.   if 


37 


work.  Nothing  more  is  asked  than  lobe  placed  upon 
an  equal  footing  with  them. 

A  glance  at,  the  map  shows  the  position  of  the 
western  lakes,  and  /)roximity  of  the  lliverSt.  Lawrence 
to  Georgian  Bay.  A  large  section  of  interior  country 
lies  between  them.  It  is  an  even  or  but  slightly  un- 
dulating surface,  v  ell  calculated  for  a  cheap,  straight, 
and  easy  grade  Railway,  which  is  required  to  devel- 
ope  its  vast  and  varied  rcsour<!es,  and  which  would  af- 
ford an  unrivalled  amount  of  way  trade.  About  seven 
hundred  miles  in  distance  would  be  saved  to  the  upper 
lakes  ;  enough  for  sucviessful  competition  with  the 
shipping  on  the  lower  Lakes,  and  which  would  also 
secure  an  incalculable  amount  of  through  trade. 

Where  shall  we  look  for  a  similar  position,  and  to 
what  can  any  comparison  be  made  ?  There  is  but 
one  Georgian  Bay.  On  the  globe  not  a  River  surpas- 
ses the  St.  Lawrence.  With  no  other  then  can  this 
Railway  have  the  slightest  comparison,  nor  to  any  In 
particular  will  tlie  attemi)t  be  made. 

This  Road  will  bring  a  large  carrying  trade  through 
Canada,  which  no  other  means  could  accomplish.  It 
connects  the  north  western  and  eastern  states  by  the 
shortest  possible  route,  and  will  therefore  become  the 
greatest  thoroughfare  between  them.  No  country, 
possessing  so  superior  natural  advantage  should  fail 
to  avail  itself  of  it.  In  doing  so,  Canada  would  but 
imitate  the  noble  example  of  the  state  of  New  York. 
She  has  expended,  and  still  continues  to  expend  mill- 
ions on  millions  to  induce  through  the  center  of  the 
state,  the  carrying  trade  from  the  great  west,  which 
has  built  up  large  cities  and  towns  along  the   border 


i 


lis 


'.if 


f 


M 


of  her  great  thoroLighfarcs.  Tlu3  '^cn\u^  of  her  UcWitt 
Clinton,  enabled  her  lo  aceernplisli  ih'  -)  gigantic 
works,  whieh  will  cxcv  perpetuate  his  memory.  So 
anxious  was  she  also,  to  seciarc  the  increase  oi'  this 
trade,  that  notwithstanding  lierdireet  interest  in  canal 
tolls,  she  gnmted  three  millions  of  dollars  to  the  New 
York  and  Erie  Railway,  a  rival  and  parallel  route. 
And  still  more  recently,  she  has  repealed  all  the  restric- 
tions imposed  on  the  Central  Railways  along  the  bor- 
der of  her  Canals,  leaving  them  also  free  to  compete 
with  her  own  public  works. 

iMUNICirAL  SliTiSCRirilOXS. 

This  provision  is  an  excellent  enactment.  It  distri- 
butes the  benefits  and  burthens  equally.  It  empowers 
tht  people  of  each  municipality  to  decide  upon  the  pro- 
priety of  such  subscription,  and  determine  the  amount. 
For  the  same  Debentures  are  issued,  payable  within 
twenty  years,  drawing  legal  annual  interest.  Upon 
these  the  money  is  raised,  and  the  Municipality  may 
be  annually  taxed  to  pay  the  same.  Railway  shares 
thus  Sixbscribed  ha/e  no  preference  whatever  over 
individual  subscriptions,  and  operate  therefore  as  so 
much  security  to  the  bond  holders. 

CitifcSj  towns,  villages,  townships  and  counaes,  can 
thus  become  shareholders  to  Railways  passing  through 
them.  Upon  this  line,  such,  including  individual  sub- 
scriptions, will  most  proba!>ly  reach  two  hundred  and 
fifty  thousand  pounds,  equal  to  a  million  of  dollars. 
The  absolute  certainty  of '..he  payment  of  all  Municipal 
subscriptions,  will  inspire  capitalists  with  confidence 
to  make  advances  for  the  completion  of  the  work. 


3 


The  township.^  in  this  section  iivo  ten  miles  square, 
containinji^  sixty  {'oiu'  tlioiisand  acres.  For  Railway 
subscriptions,  these  lands,  whether  owned  by  residents 
or  non-residents,  would  be  assessed  proportionally  to 
valuation.  This  is  but  justice,  inasmuch  as  the 
non-resident  lands  are  equally  benefited.  I'he  earlj' 
settlers  have  done  their  share  towards  improving  the 
country  for  the  equal  benelit  oi' non-residents,  who  have 
escaped  such  hardships.  The  Legislature  therefore 
did  right,  in  vesting  the  residents  with  pov/er  to  thus 
tax  non-resident  lands.  They  would  be  unwise  not 
to  avail  themselves  of  the  priviledge.  The  lands  in 
every  township  would  at  least  be  more  than  doubled 
in  value.  Estimating  the  increased  value  of  each 
township  at  but  two  pounds  per  acre,  would  amount 
in  each,  to  one  hundred  and  twenty  eight  thousand 
pounds.  This  is  but  one,  among  the  innumerable 
benefits,  a  Railway  confers  on  the  inhabitants.  Sup- 
pose such  townships  subscribed  ten  thousand  pounds, 
it  would  be  but  a  fraction  over  three  shillings  per  acre. 
The  annual  interest  would  be  but  a  farthing  over  two 
pence  per  acre.  Even  this  would  only  be  paid  during 
the  construction  of  the  Road,  when  its  earnings  would 
be  an  ample  remuneration  in  semi-annual  dividends. 
The  line  will  run  through  twenty-nine  townships.  An 
average  subscription  of  five  thousand  pounds  in  each, 
would  amount  to  one  hundred  and  forty  five  thousand 
pounds.  The  adjoining  townships  ought  also  to  con- 
tribute their  fair  proportion.  This  could  be  accomp- 
lished by  county  subscriptions.  An  equal  distribution 
of  the  two  hundred  and  fifty  thousand  pounds  among 
the  tow^nships  in  the  immediate  vicinity  of  the  line, 


!n 


40 

would  not  amount  to  much  over  one  shilling  per  acre, 
nor  the  annual  interest  but  a  fraction  over  a  farthing 
per  acre. 

GAGE. 

It  is  not  intended  to  discuss  the  merits  of  the  broad 
and  narrow  gage.  Some  suggestions  why  this  Rail- 
way should  be  the  ordinary  gage  is  all  that  will  be 
attempted. 

The  wheels,  journals,  boxes  and  axles,  including 
trucks,  are  all  of  the  same  strength  on  either  gage. 
The  freight  cais  of  the  narrow  gage  will  hold  more 
than  these  can  carry.  Hence,  there  is  no  object  in 
adding  to  their  weight  and  expense.  Ten  tons  are  all 
that  can  be  safely  loaded  upon  each  car.  The  lighter 
it  is  without  impairing  its  strength  the  more  freight  it 
wV  bear. 

For  the  same  reason  no  passenger  car  ought  to 
contain  over  sixty  persons.  Its  eight  wheels  and  four 
axles  running  at  the  rate  of  forty  miles  the  hour  would 
be  less  safe  with  more.  With  more  room  it  would 
frequently  be  so  crowded  as  to  endanger  the  lives  of 
the  passengers.  Nothing  is  therefore  gained  by  in- 
creasing the  size  and  expense  of  passenger  cars. 

Th€  superior  steadiness  of  the  broad  gage  has  been 
strenuously  urged.  But  on  a  well  constructed  narrow 
gage  road,  the  difference  is  but  a  slight  importance 
compared  to  the  great  additional  cost  of  the  former, 
and  the  many  other  weighty  reasons.  Nor  is  there 
any  great  deficiency  in  stcadincL's  of  the  cars  and  en- 
fflnes  on  the  latter. 


41 


A  still  greater  consideration  exists,  why  this  road 
shonld  be  of  the  ordinary  gage.  Such,  with  one  or 
two  exceptions,  are  all  in  North  America. 

Over  New  England  is  a  net  work  of  them.  To 
adopt  any  other  gage  .vould  tend  to  embarrass  com- 
mercial intercourse  with  these  consuming  states,  and 
deprive  Canada  of  the  best  market.  It  would  also 
be  inconsistent  with  reciprocity  so  much  desired.  For 
why  impose  physical  obstacles,  and  at  the  same  time 
seek  to  relieve  trade  from  revenue  restrictions  ? 

It  is  unreasonable  to  suppose  that  the  thousands  of 
miles  of  contiguous  Railways  will  ever  change  their 
gage.  It  is  quite  probable  however,  that  the  few 
exceptions  may  make  theirs  conformable  to  them. 
These  exceptions  did  not  originate  in  any  desire  to  ex- 
tend trade,  but  to  monopolize  it  in  particular  localities 
at  the  expense  of  the  producers  and  consumers, 

CHARTER. 

A  similar  charter  to  those  granted  to  other  Railway 
companies  in  Canada, would  secure  the  immediate  con- 
struction of  this.  No  possible  injury  could  result  from 
the  Government  guaranty.  Nor  would  the  revenue  of 
the  country  be  any  way  affected  by  it.  None  can  deny 
out  what  this  Road  would  be  the  safest,  and  most 
productive  in  Canada.  The  Government,  having  its 
mere  endorsement  for  a  half  of  its  cost,  upon  the 
express  condition  of  its  completion,  secured  by  the 
first  lien,  makes  the  securitydoubly  secare.  In  fact,  it 
amounts  to  nothing  more  than  an  emphatic  expression 
C'fgood  will.  If  withheld,  it  would  indicate  a  contra- 
ry feeling.     Although  the  guaranty  could  not  be  of  the 


(v! 


4'> 


il 


iii 


i 


least  detriment  whatever  to  the  Government,  still  to 
the  Railway  company  it  would  be  of  the  utmost  impor- 
tance. It  would  tend  to  inspire  eonlldenco  in  the 
speedy  completion  of  the  work.  Being  fully  assured 
of  this,  no  capitalist  would  fear  but  what  the  interest 
on  the  investment  was  abundantly  secure.  In  so  great 
an  enterprise,  deprived  of  this  aid,  it  may  be  difficult 
for  the  inhabitants  of  this  interior  section  to  create 
such  confidence,  sufficiently  to  enlist  foreign  capital. 
Would  not  the  refusal  be  so  apparently  an  invidious 
distinction  between  this  and  less  important  works  in 
Canada,  as  to  rep  '  '-uch  assistance?  None  would 
be  willing  to  invest  i  cly  in  the  face  of  hostile  leg- 
islation. 

Such  guaranty  would  also  give  the  company  a  pros- 
pective credit,  enabling  them  to  obtain  funds  at  a 
much  lower  rate  of  interest.  This  combined  with  the 
other  considerations,  seem  to  make  the  granting  and 
terms  of  the  charter  a  turning  point,  whether  the  Road 
shall  or  shall  not  be  constructed.  With  provincial  leg- 
islation, as  in  other  like  cases,  sincerely  shaped  with 
the  evident  desire  to  have  it  built,  there  can  be  no  pos- 
sible doubt  of  its  being  done. 

That  the  application  will  meet  w4th  some  local  op- 
position is  to  be  expected.  Men  are  to  be  found  in  all 
communities,  whose  feelings  and  actions  are  controlled 
by  an  overweening  selfishness.  Such  hostility  is  the 
bighest  testimony  in  favor  of  the  i)ropriety  and  value 
of  the  work,  and  will  receive  no  other  respect  what- 
ever from  the  impartial  and  patriotic. 

The  farming  and  producing  interest  is  the  same  in 
all  parts  of  the  country.    The  more  outlets  the  cheap- 


'I. 


43 


er  the  facilities  of  transportation,  nnd  iJie  nion^  they 
will  rciilise  for  their  j)roducts.  The  greater  the  eom- 
petition  for  them  between  the  Atlantic  and  oilier  mar- 
kets, the  higher  will  be  the  prices  obtained.  Whatever 
is  gained  by  particular  towns  and  cities  by  limiting 
such  facilities  is  a  monopoly  operating  as  a  direct  tax 
on  the  farmers  and  producers. 

A  supposition  that  such  charter  would  be  denied, 
must,  therefore,  be  wholly  unfounded.  What  other 
Road  can  appeal  to  the  Government  with  equal  mer- 
it ?  It  runs  over  two  hundred  miles  through  the  very 
heart  of  the  country.  Its  termini  are  also  in  Can- 
ada, at  which,  on  the  River  St  Lawrence,  and  Lake 
Huron,  will  be  built  up  large  commercial  cities.  Its 
benefits  reach  extensive  trad .  of  Provincial  lands. 
Would  not  the  supposition  be  unjust,  then,  that  the 
Government  would  refuse  to  sympathise  in  a  work 
dispensing  so  many  blessings  to  the  hardy  and  industri- 
ous^pioneers  in  this  great  isolated  section  of  its  country. 
Many  were  the  hardships  they  endured  penetrating 
this  wild  interior,  often  compelled  to  become  their  own 
pack  horses,  struggling  on  from  year  to  year,  families 
growing  up  around  them,  suffering  all  the  privations 
incidental  to  a  new  back  country.  How  cheering 
then  must  be  the  first  reasonable  expectation  that  but 
the  ordinary  Legislative  aid  extended  to  other  more 
favored  sections,  having  the  natural  advantages  of 
navigable  communications,  will  also  enable  them  to 
better  their  condition.  Would  it  be  strange  then  if 
they  demanded  such  legislation  as  a  right,  which  not 
only  relieved  themselves  from  a  secluded  position,  but 
also  promotes  the  best  interests  of  their  country  ?    It 


44 


m 


would  bo  far  more  strange  if  they  failed  thus  most 
strenuously  to  insist  upon  it. 

RECIPROCITY. 

The  world's  surface  exerts  a  controlling  influence 
over  the  destiny  of  its  inhabitants.  To  determine  the 
wants  of  the  people  no  enlightened  statesman,  there- 
lore,  overlooks  their  geographical  position.  Hence  he 
is  aware  the  same  commercial  policy  must  be  more  or 
less  conliicting  upon  separate  continents.  As  various 
then  must  be  the  interests  of  Europe  and  America  as 
are  their  respective  geographical  positions.  These 
differences  can  never  be  overcome  by  legislation. — 
Nor  would  it  be  wise  to  attempt  such  physical  impos- 
sibility. But  between  the  United  States  and  Canada 
no  such  insurmountable  difficulties  exist.  To  them  a 
difference  of  policy  is  more  important  commercially 
than  politically.  Each  State  differs  more  or  less  in 
its  peculiar  modes  of  government,  which  does  not 
disturb  their  federal  relations.  Still  their  harmony 
<ioukl  not  be  long  maintained  with  a  divided  commer- 
cial policy. 

Great  unanimity  exists  in  Canada  on  this  important 
(piestion.  All  desire  a  commercial  union  on  fair  prin- 
ciples of  reciprocity.  This  accords  with  their  natu- 
ral geographical  position,  and  oneness  of  interest. 
The  American  government  ought  at  once  to  yield  its 
assent  to  such  an  arrangement.  No  great  foresight 
is  requisite  to  discover  that  the  public  sentiment  both 
slides  of  the  line  will  soon  compel  it  to  be  done. 

Strong  enactments  and  still  stronger  means  of  in- 


•  1 


!   .? 


a' 


45 

forcement  will  be  required  to  prevent  friendly  inter- 
course and  trade  between  a  people  separated  by  only 
an  imaginary  line,  having  a  common  origin,  speaking 
one  language,  accustomed  to  similar  modes  of  think- 
ing, and  cherishing  the  same  ardent  love  of  liberty. — 
All  enmity  engendered  by  past  hostile  conflicts  **a 
swept  away  by  the  more  lasting  and  endearing  kind- 
red ties,  which  bind  them  more  and  more  closely  in 
the  fraternal  bonds  of  a  continental  brotherhood. 

REMARKS. 

A  slight  examination  of  this  subject  must  convince 
all  that  this  Railway  will  be  a  safe  investment  of  cai>- 
ital.  No  real  estate  could  be  more  secure.  For  tliis 
as  such,  combines  the  productiveness  of  commercial^ 
manufacturing,  and  banking  operations.  The  funds 
of  the  latter  might  be  abstracted  and  the  institution  at 
once  bankrupted.  But  the  earnings  of  a  Railway 
cannot  be  abstracted  without  detection  beyond  a  sin- 
gle dividend. 

It  is  true  that  non-paying  roads  are  constructed. — 
These  originate  mainly  in  local,  private,  and  other 
selfish  influences,  instead  of  the  public  wants.  Their 
locations  are  not  calculated  to  develope  new  resources 
of  trade.  Natural  and  other  communications  bein? 
sufficient  for  this  were  all  the  facilities  required.  The 
public  mind  should  distinguish  between  such  and  a 
great  thoroughfare,  opening  a  new  and  shorter  com- 
mercial channel  between  the  Western  Lakes  and  At- 
lantic Oct  in  through  the  centre  of  a  vast,  rich  ter- 
ritory. 

This  Railway  will  constiute  an  important  link  irj 


1 


I 

'it 


!; 


46 


I 


■iw 


3 


the  great  Northern  route  to  the  Pacific  Ocean.  So 
sure  as  that  Road  shall  be  constructed,  this  will  also 
be  extended  Westerly  to  connect  with  it.  Such  ex- 
tension might  cross  at  the  Sault  St.  Mary,  the  Missis- 
sipiii  river  at  the  Falls  of  St.  Anthony  and  the  great 
bend  of  the  Missouri  river  by  bridges,  which  the 
more  southerly  route  could  not  accomplish.  By  the 
time  the  Pacific  Road  is  so  far  under  way  as  to  war- 
rant a  commencement  of  such  extension,  Wiscon- 
sin, Minnesota,  and  the  Missouri  Territory  will  become 
rich  and  populous  States.  They  will  not  only  have 
abundant  means,  but  will  insist  upon  its  construction. 
To  connect  with  such  line  at  St.  Mary,  the  Canada 
part  will  not  much  exceed  two  hundred  miles. 

May  not  the  hope  be  indulged  that  sufficient  has 
been  shown  to  establish  the  claim  of  the  St.  Lawrence 
and  Lake  Huron  Railway  to  equal  favor  with  the 
most  important  public  Works  in  Canada  ?  By  what 
other  would  a  barrel  of  flour  be  taken  from  Lake  Hu- 
ron to  tide  water  at  Boston  for  three  shillings  and  six- 
pence ?  What  other  could  successfully  compete  for 
the  trade  of  the  North  Western  States,  or  prevenl  the 
same  from  being  mainly  diverted  through  the  valleys 
of  the  Mohawk  and  Hudson,  instead  of  reaching  the 
great  valley  of  the  St.  Lawrence  i  And  what  other 
would  develope  the  resources  of  so  large  and  produc- 
tive interior  section  of  country,  and  thus  combine  so 
many  great  local  and  general  advantages  ? 

Respectfully  submitted  to  the  Committees  appoint- 
ed to  Promote  the  Construction  of  the  St.  Lawrence 

and  Lake  Huron  Railway. 

A.  C.  BROWN. 


'-'yi'V'-'t'Y^^i    ;■    ;'^^J"'^^ff'l»W''y,'^" 


Names  of  Engineers  on   the  Preliminary  Survey  of 
the  St.  iMwrence  and  I^ake  Huron    Raibvay, 


CHARLES  L.  SCHLATTER,  Esq., 

Chief  Engineer. 

JAMES  J.  DANA,  Esq,, 

Assistant  Engineer,  (on  the  Eastern  Division.) 

JOHN  W.  TATE,  Esq., 

Assistant  Engineer,  (on  the  Western  Division.) 

SANFORD  FLEMING,  Esq., 

Assistant  Engineer,  (to  survey  and  make 
Soundings  at  Georgian  Bay.) 


PI 


